Automatic stop-valve.



N 756,845 PATBNTBD APR. 12, 1904. B. GONZBNBAGH. .A

AUTOMATIC sToP VALVE.

APPLICATION FILED APE. 15. 1903. N0 MODEL.

l llllllmnm UNITED STATES Patented April 12, 1904.

ERNEST GONZENBACH, OF MILWAUKEE, WISCONSIN.

AUTOMATIC STOP-VALVE.

SPECIFICATION forming part of Letters Patent No. 756,845, dated April 12, 1904.

Application med April 15, 1903.

To @ZZ whom it may concern:

Be it known that I, ERNEST GONZENBACH, a citizen of the United States, residing at Milwaukee, in the county of Milwaukee and State of Visconsin, have invented a new and useful Automatic Stop-Valve, of which the following is a specification.

This invention relates to automatic stopvalves for use in connection with pneumatic controlling systems for railroad and streetcar trains. v

The object of the invention, is to provide means which are simple and efficient whereby as a train separates or Vparts through accident or otherwise the air-chambers which are open to a supply of air under pressure, are automatically closed to prevent the exhaust of the air-pressure therefrom and at the same time such air-chambers are opened automatically to the brake-cylinders.

Other objects of the invention will appear more fully hereinafter.

The invention consists, substantially, in the construction, combination, location, and relative arrangement of parts, all as will be more fully hereinafter set forth, as shown in the accompanying drawings, and finally pointed out in the appended claims.

Referring` to the accompanying drawings and to the various views and reference-signs appearing thereon, Figure l is a view in plan, somewhat diagrammatic, illustrating the hose connection between the proximate ends of adjacent cars and embodying the principles of my invention. Fig. 2 is a broken detail view in section on the line 2 2 of Fig. l looking in the direction of the arrows. Fig. 3 is a detail view in section on the line 3 3 of Fig. 2 looking in the direction of the arrows. Fig. 4 is a view in section on the line 4 4 of Fig. 2 looking in the direction of the arrows. Fig. 5 is a detail view in section on the line 5 5, of Fig. looking in the direction of the arrows.

The same part is designated by the same reference-sign wherever vit occurs throughout the several views.

In the operation of trains of cars equipped with straight air-pressure systems for controlling the motors operating the brakes and the like it is important to provide means Serial No. 152.655. (No model.)

whereby shouldthe train break in two the exhaust of the air-pressure from the pipe system by reason of such break is automatically prevented. It is also importantv to provide means whereby upon the breaking in two of a train the brakes may be automatically applied. It is among' the special objects and Apurposes of my invention to provide means for accomplishing these and other results.

Ordinarily the piping systemwith which each car is equipped for carrying and handlingthe air-pressure is connected through suitable hose-sections to the piping system of the next adjacent car in the train, and in carrying out my invention I propose to provide means operated by the pull on these coupled hose-sections between the ends of the cars for automatically operating suitable valves to close the piping system on each car to exhaust through the break in case the train should break between the cars and at the same time to open the piping system on each car to a brake or other cylinder.

Referring to the accompanying drawings, reference-signs A B designate the hose-sections between the ends of adjacent cars, adapted to be coupled together, so as to connect the piping system on one car with that on the next adjacent carto complete the piping systern throughout thetrain. Anysuitable form of hose connection for coupling these sections may be employed. I have therefore merely indicated a conventional coupling and do not desire to be limited in respect to the character of the coupling employed. I have shown two sets of hose-sections A B for coupling up two sets of pipes on the adjacent cars, but do not desire to be limited in this respect, and I will describe only one set or system, it being understood that the same description will apply to the other system and connections shown.

Mounted upon the proximate en d of each car is an air-chamber O, the hose-section A communicating with the casing O on the end of one car and the hose-section B communicatingwith the corresponding chamber or casing O on the proximate end of the next adjacent car. The casing C contains an interior chamber D,with which communicates, through l a nipple or other suitable connection, (indiroo cated at E,) a pipe F, adapted to deliver thereto or therefrom the air under pressure from any suitable or convenient reservoir or source.A The casing C provided with a central cylindrical hub part Gr, formed with openings or passages H therethrough. Sleeved upon the central hub part-G is-a cylindrical flange J of a part L, arranged to be received in a journalbearing in the front plate K of the air-chamber casing. This cylindrical flange J is provided with lateral openings or passages AM therethrough, which when ysaid cylindrical flange J is rotated covers or uncovers the openings H in the central hub-fiange G of the air-chamber casing. The cylindrical iange J is formed with or is connected to a radial circular iiange N, through which is formed an opening O, arranged to cooperate with a nipple or other plug connection or opening P, with which communicates a by-pass Q. Thus the part L, with its connected or associated flanges J and N cooperating with the openings H and P, constitutes a Valve for controlling such openings, whereby when said part L is rotated the openings H and M may be brought into register, as lindicated in Fig.

3, to open communication between the interior of the air-chamber D and the part L, to the latter of which may be connected in any suitable manner a pipe or other connectionR for connection with the hose-sections A B, or said openings may be brought out of register, as indicated in Fig. 5, by rotating said part L in the opposite direction, thereby cutting off communication between the interior of chamber D and the nipple or part L and pipe R and hose-sections A B, such movement at the same time bringing the opening O into register with the opening P to open up communication between the interior of chamber D and the by-pass pipe Q. This by-pass pipe Q may communicate with a brake or other cylinder-as indicated, for instance, in dotted lines at S-to apply the brakes, or such bypass may lead to any other apparatus, as may be desired-such, for instance, as means for arresting the motor.

The hose-sections A B are connected to the parts L through elbows T, so arranged that when the breaking strain such as would part the train between the cars is imposed upon the hose-sections the elbows T, and with them the parts L, are rotated, thus operating the valves and controlling the openings in the manner above described, thereby cutting olf the air-chambers D from the source of supply or to exhaust and at the same time opening up the communication through the by-pass Q to the brake or other cylinder S. Under normal conditions when the hose connections are coupled up the elbows T are held in such position that the port-openings H M are inregistering relation with respect to each other and the opening P is closed; but when the train parts and the elbows are rocked the portopenings H M are closed, thereby cutting olf exhaust of the air-pressure to the outer air through the broken hose connection, and the same movement opens or brings into register the openings O P to the by-pass, thereby opening communication between the air-chamber D and such by-pass and thence to the brake or other cylinder supplied therethrough.

Many variations and changes inthe details of constructions and arrangement would readily occur to persons skilled in the art and still fall within the spirit and scope of my invention. I do not desire, therefore, to be limited or restricted to the exact details shown and described; but,

Having now set forth the object and nature of my invention and a construction embodying the principles thereof, what I .claim as new and useful and of my own invention, and desire to secure by Letters Patent, is-

l. An automatic stop-valve for pneumatic pressure systems for railroad-trains,v comprising an air-chamber, a valve arranged therein, a connecting-hose and means operated by the breaking strain of the hose when the train parts for automatically operating said valve and causing different ports to open and close respectively, as and for the purpose set forth.

2. In an apparatus of the class described, an air-chamber, a valve arranged therein and operating to open and close said chamber to the source of pressure, and a hose-section con-- IOO a train, hose-sections for connecting said piping systems together, a valve arranged to control the communication between said hosesections and said piping systems, and means whereby said valves are operated to close said communication by the strain imposed upon said sections by the breaking of the train, as and for the purpose set forth.

4. In an apparatus of the class described, a piping system mounted upon adjacent cars of a train,hose-sections for connecting said piping systems together, a valve arranged to control the communication between said hose-sections and said piping systems, means whereby said valves are operated. to close said communication by the strain imposed upon said sections by the breaking of the train, and means for simultaneously opening communication between said piping systems and a brake-cylinder, as and for the purpose set forth.

5. Inan apparatus of the class described, a piping system adapted to be mounted upon two or more cars of a train,and including an air-chamber on each car, hose-sections for coupling the chambers upon proximate ends of adjacent cars, a valve arranged to control the communication of said chambers with saidl IOS sections, and means whereby the strain eX- erted upon said sections by the parting of the train between said cars operates said valve to close said communications, as and for the purpose set forth.

6. In an apparatus of the class described, a piping system adapted to be mounted upon two or more cars of a train, and each including an air-chamber, hose connections between the air-chambers upon the proximate ends of adjacent cars, a brake-cylinder, aby-pass communicating between each of said cylinders and chambers, valves arranged within -said chambers, and means operated by the strain imposed upon said hose-sections by the parting of the train for operating said valves to close communication between said cylinder and hose-sections and to open communication through said by-pass, as and for the purpose set forth.

7. In an apparatus of the class described, the combination with a piping system upon each of two or more cars of a train, and a brake-cylinder, means for opening communication between said piping system and said brake-cylinder, and means for opening communication between the piping systems on adjacent cars, including hose-sections, and means actuated by the strain upon said hosesections upon the breaking of the train between said cars for opening communication between the piping systems and brake-cylinders on Veach car, and means also operated by the strain imposed upon the hose-sections upon the breaking of the train between said cars for closing the communication between said piping systems and said hose-sections, as and for the purpose set forth.

8. In an apparatus of the class described, a valve box or casing having a central cylindrical sleeve forming a hub, ports in said sleeve or hub, and additional ports on one radial face of the boX or casing, a valve having a radial flange, and ports coperating with the ports of the valve-box, and a hose-section connected to said valve and arranged to operate the same, as and for the purpose set forth.

9. The combination with an air-chamber adapted to communicate with a source of pressure, a brake-cylinder, a by-pass arranged to open communication between said chamber and cylinder, a hose-section, a revoluble valve arranged'within said casing for controlling said by-pass and said hose-section, and an elbow respectively connected to said valve and hose-section, as and for the purpose set forth.

In witness whereof I have hereunto set my hand, this 13th day of April, 1903, in the presence of the subscribing witnesses.

ERNEST GONZENBACH.

Witnesses:

C. H. SEEM, E. C. SEMPLE. 

